Motive-fluid generator



April 12, 1921 1,624,464

M. E. BIGELOW MOTI VE FLUID GENERATOR F led Ju1yl4. 1920 11 Sheets-Sheet 1 4 TORNE Y8 W/TIVESSE 1,624,464 p 1927' M. E. BIGE'LOW MOTIVE FLUID GENERATOR Filed July 14. 1920 11 Sheets-Sheet 5 FF .l- ..l

WITNESSES 1,624,464 Apnl 1927' M. E. BIGELOW MOTIVE FLUID GENERATOR Fi'Ied July 14. 1 11 Sheets-Sheet 4 t A TTORNEYS M. E. BIGELQW MOTIVE FLUlD GENERATOR July 14, 1920 11 Sheets-Sheet 5 Filed INVEf TUR I\1.E.Bi elow.

A TTURNEYS April 12, 19.27.

WITNESSES M. E. BiGELOW MOTIVE F April 12 LUI'D GENERATOR ll Sheets-Sheet 6 Filed July 14,. 1920 muentoz M.E.E ide1ow April 12 1927.

- 1,624,464 M. E. BIGELOW MOTIVE FLUID GENERATOR- Filed July 14 1 0 11 Sheets-Sheet 7 A q, Q E

M E. BIGELOW MOTIVE FLUID GE April 12, 1927.

RATOR Fll'ed July 14. 1920 ll heet 8 a x mm 1624,464 Apn] 1927' M. E. BIGELOW 4 MOTIVE FLUID GENERATOR Filed July 14,

1 ll Sheets-Sheet 9 mm'rwm ATTORNEYS il 12 192 Apr 7 M. E, BIGELOW MOTIVE FLUID GENERATOR Filed July 14, 1920 11 Sheets-Sheet 11 WITNESSES Patented Apr. 12, 1927,

MILTON EUGENE BIGELOXV, OF WARREN, ARIZONA.

MOTIVE-FLUID GENERATQR. C

-App1ieation fi1cd J'uly 14:15:20. Serial in. 386,167.

Mr invention lelates to improvemcntsi'in tlwhim-dynamicgem-raters. and it consists intheconstructions; combinations and ar-' rangemeuts herein descril led and claimed.

)n e of the foremost objects of the invention IS to prov de a heat generator and -en-" gme for utilizing the heat, both being so"- comhined as to constitute an engine unit as a wholeuthe principles 'of both the steam and internal combustion engine bcingso embodied as to resultinn rigid economy of fucl, the reason for this economy. being largely; attributed to the steps taken in preventing the prematur escape of the heat. before full utilization.

' A further object of the invention is to provide a? heat generator and engine, the two being preferably constructed in combination, so as to constitute-a unit,'there being a water jacket-around the whole geueratorandeugine structures and an exhaust gasjackct around the -major: porion oi the water jacket, both latterarrangements serving to prevent the premature losszof vnluahlelheat:

A further object ofthe invention is to provide an improved motive fluid genern tor with an operatively associated engine for utilizing the energy converted thereby, said generator producing" a motive thud 'lllCll consists partly of steam which is produced by water injected from a water jacket, and

heated gases which are produced a continuous llame from fuel hurnmg mechanism. A further object of the mventionls to provide a complete engine unit of the character. almve described. including various novel actuating and control mechanisms, all of which are described in'regular order below, i I

Other objects and advantages will appear in the following specification, reference being had to the aecon'ipanying drawings, in which Figure l is a diagram illustrating the relative arrangement of the various operating elements of an engine unit ('(fllSlllk'iQtl in ac- .rorda'lu-e with my invention,

Figure 2 is a side elevation of the engine unit the tl v wheel of which is removed for the purpose of dist-losing the structure, be-

jug imlicated in dot and dash lines,

Figure 3 l. a plan view of the improved geuerator-eugiiuunit. 4

[figure 4 is a horizontal section taken sullstantiallv on the li:u- 4---4 of Figure 2,

- positions'whe'n the motive fiuidgenerator is:

line 10-10 of Figure 4:, more clearly illus- Figure 5-is a longitudinal section, taken on the line 5- -5 of F gure 4, illustrating the mam engine and compressor cylinders,

I'Igure (3 1s a-longltudinal section on the line of Figure 4 illustrating a part of'un the motive thud generator and the auxiliary compressor mechanism,

E gar-e6 is a detail sectional view of the temperature control valve 8*,

-Figure 7 is a detail sectioned-the fuel valve mechanism with the parts in the normal or priming position,

Figure 8 so. similar view of the fuel valve mechanism showing the 'parts in the in operation, a i

F gure' 9' 1s ajdetall horizontal section on the line 9-4) of Figure 8,

'Figure 10' is a detail cross section on the trating the application of the fuel valve 'inechanism to'the motive fluid generator,

--I igure '11 is a detail horizontal section taken on the linel1-11 of Figure 10, illustra'tting how the fuel valve is water jacketed, i

Figure 12 is a detail section taken on the line 12--12of Figure 3, illustrating the -i alve mechanism associated with the pressure" gasoline and fuel tanks,

Figure 13 is.a detail section on the line 13l3 of Figure 3, illustrating the automatic control for the air throttle vaIve,

Figure 14 is a detail cross section on the line 14-44 of F igi'trc 3, illustrating parts of the actuating mechanism of the main gylinder slide valve,

Figures 15 and 16 are diagrams illustratingthe actuating mechanism for the main cylinder siide valve in the ditl'ereit. positions referred to below, and Fig. 17 it a detail sectional viewcf a conventional "p:t rator which may be used witlr the generator.

The general construction of the invemion (Ullllll'lSGS the'iuotive fluid generator G, which produces the motive fluid, and the engine. consisting of the ma n cylinder E and main air compres -or \lll|(l(.l"C which utilizes the motive iluid from the generator. Working in conjunction \viththc generator G is the fuel valve nu-chauism T illustrated in rletaii in Figures 7 and 8. an auxiliary air compressor a fuel reservoir F and a priming fluid or gasoline reservoir 9.

All of the foregoia'zg element. are preferably housed ;in one casing 1, which contains water for the purpose of surrounding said elements with a heat conducting medium and providing a water supply for the motive fluid generator G, the major portion of the casing 1 being enclosed in a housin' 2 -into which the exhaust gases from the main cylinder E are discharged before they are conducted through the separator 3 by the pipe 4. The separator operates to separate the moisture from the permanent'gases, the latter escaping to atmosphere, and the former'being-coriducted by the pipe 5 to the intake manifold 6 of the air compressor-C.

A detail of the separator is shown in --Fig. 17. This is merely a conventional showing, and it is .to he understood that anyother. and possibly more suitable, type may =be'used in actual practice. Thepas-i sage ofthe exhaust gas is interrupted by a pluralityofibatlles, 3* which are soar-ranged as to. provide a tortuous path, giving ample opportunity'for the condensation of the moisture content of the gas. The moisture collectsat the bottom whence itiseonducted by pipe 5 to the manifol l-6 as stated.

- 'A partition 7 divides the water chamber *1, asillustrated in Figure l the enerator G'and main cylinder E being suitably located on one side, the auxiliary compressor A, main compressor" cylinder C, fuel and priming reservoirs F and 9 being suitably located on theother. A common piston rod 8 connects the pistons 9 and 10 of the cylinders E and C re: ectively, so that the air compressor is operated by the engine, 'and both air in re'atively large quantities. and water. received from the separator 3 in relatiyelysmall quantities, is forced into w tliech amber at the right of the partition 7, Naturally the compressed air rises to the top of this chamber, as indicated inljgurcs 1 and 5, the water flowing into the left chamber through the pipe 11. while-the compressed air flows through pipe 12 into the air jacket 13 of the generator G. In order to enable the reader to quickly understand the detai s of construction of .the remaining mechanism, and at the same time the mode of operation, the various elements above referred to are described in.detail'-below in the order inwhich they comeinto play. Therefore, attention is firstdirected to the gasoline reservoir {1 (Fig. 1), which is so located as to cua'bleacccss from the outside to fwhole engine is dormant, with all pressure bn the insid no greater than that of the atmosphere. The gasoline in the reservoir g 2 is initially put under pressure by pumping pir in at the valve 14 with an ordinary bi- .cyele pump.

' The valve 15 must firs-the closed. This valve is located in the pipe 16 wh ch later on in the operation supplies air to the reservoir thercagainst from the other side. the valve 14. It, should he assumed that the '9 andkeeps the gasoline under-suificiently high pressure to insure its conveyance to the fuel valve mechanism V, through the pipe 17; Up to this time, however, the valve 15 is stillclosed because there is no pressure in the pipe 16 to. carry out the purpose just mentioned. The valve 18 in the pipe 17 must be opened to let thegasoline, now under-pres. sure, flow into the pocket 19 of the valve V- which it does by raising the check valve'20 (Fig. 8). The pocket 19 soon becomes filled and causes the dome valve 21 and piston valve 22 to rise, the-latter normall resting on the dome'valve 21, thereby revo ving the butterfly valve 23 to close the assage '24: (Fig.' 7). died and link connections-'25, 26 accomplish the movement justreferred to. The valve 23 is pivoted 01f center at 27 in the aperture 24 to make the valve heavier on the right side and facilitate the closing movement. i

The dome alve 21 soon reaches the limit of its upwardmovement by. virtue of the, pressure of gasoline and air beneath it when the butterfly valve 23 is completely closed in the aperture 24, and it is then that the continued pressure exerts itself onthe frustoconical seat 28 of the piston -22 through the spray apertures 29 of the valve 21, forcing the piston 22 up a little further until the piston 30 engages and, is stopped by the partition 31. V T e piston 30 is moved against -.the tension of a relatively light spring 32. Openings 33 in the partition 31.- prcvent. the retardation of movementof the piston 30 by air whiehw'ould be compressed between it and the partition, were the open-. ings not provided. Since there is now a slight space between the dome valve .21 and the frustro-conical seat 28 of the valve 22, asoline under air pressurenow sprays upwardly into the ignition chamber 34.0f the valve V, where it is ignited bya spark from the plug 35. An explosion occurs. The valve 22 is driven downwardly by virtue of the explosion pressure against the piston 30 through the openin 33. The dome valve 21 is carried down- \vardly with the valve 22. The downward movementof the valve 21 aids in couiiterrotating-the butter-flyvalve 23 on its f ulcrum 27. .so that the passage 24 is opened by the combined influences of the movement of the valve 21 and the force of the explosion -whichleads from the gencra'tor G to the valve chest 40 of the main engine cylinder E is closed so that the products of combustion in the combustion chamber .37 enter the -auxiliary air compressor A. In practice the vvalve chest -12 \\'lll have a suitable exhaustopening to atmosphere as is ttsual.

A few initial strokes of the piston 45in the air cylinder 40 of the' auxiliary ancompressor mechanism, drive compressed air through the pipe 47 andha -l: Cll((.{ valve anain air supply pipe 50,

fuel valve 48, into the tout-way union 4-9. through the into the air jacket 13, already described.

There is a duct 51 which leads from thejacket-13 into the bore in the wall of the The duct is shown in Figures 10 and 11. while thebore is shown for,cX- ampleein Figure S. The air pressure in the bore 52 must be presumed to be great enough to lift the valve :32, in Figure 8, a part of .the air under- ]llk. lll't' cutel'ing a minute mssageot, lifting the small valve 5:5 so thatt ieultimate result is the second li hing of the piston. valve 2:: to the uppermost po'siition illustrated, in which it remains during the rest of the operation.

Combustion is now fully established in' the chamber 37 and compressed air is being supplied viaj'acket 13; duct 51, and bore Fr. in a sutlicient quantity to support the combustion of the heavier'fuvl oil in the valve But before describing the operation relating to the introduction of the fuel oil, several details of construction of the valve V nntst be understood by the reader.

Initially; the putt 56in the dome valve 2t is out of registration with the port 57 which leads from the oil well 58 to the pocket 19 inside of the valve. When the. valve 21 is lifted-by virtue of the initial gasoliuand air pressure. the port 56 pas-es the port 57 so that no heavy oil llows into the pocket. lhe'valve it must not be permitted to drop back to the lowermost position when the initial explosion occurs in the ignition chamber 3H- :.t which time thebuttcrlly valve 23 opens side. enables releasing the pin (it from the dome valve 21 so that the latter may re-ume its intttai position when desired small pipe G'l'lt-at from the chamber beneath the piston '-t/ to a two-way valve (it, from which pipes 65,436 and 67 branch. Thee lead to atmosphere, the air intake of the auxiliary compre sor and'to thegas generator G, respectiveLv. -The two-way valve 6-1 is for the purpose of maintaining a greater pltssurt' in the air chamber than in the tOmblL-- tion chamber, a detailed deseriptionheing given below.

'l'he float chan-tber 65, located at one side or the fuel valve V. contains a float (39 with a valve 70 to close the fuel inlet 71 when the proper level of fuel 'in the chamber 68 is reached. This float also prevents fuel overflowing into the duct 52 via the pipe 73. The fuel oil flows from the chamber 68 into the well through the passage 72 (Fig. 9).-.

A. breather pipe 73 permits the egress and ingress of compressed air from bore. 52 to the chamber 68 above the float (39 so that the movements of the latter may not be retarded, air in the bore 52 being received from the jacket 13-b 'v way of the duct 51 (Fig. 10); The fuel pipe 74 leads from the coupling beneath the valve to the fuel tank F, needle and globe] valves 't't'i'uutl 76 being inter-posed. .7

Structtu'aldetails of the motive fluid generator-G comprises a dottble-walle:l or waterjaeketed ortion 77 the "structure of which is well stown in l igures 4 and 10. The water jacket 77 assumes a. gridslike. formation-adjacent to the flange 78 to which the fuel valve V is suitably sccured. The fuel valve is water-jacketed at 79 a part of the way lown, ad ustable quantities of watei; being capable of indueti'oninto the ignition chamber 34 by regulating the needle valve 80- in the wall of the -fuel valve.

Two or indrelpipes 81 lead from the water jacket 77 in the combustion chamber 37 to the temperature-regulating valve 82, through which steam is discharged into the mixing chamber 83 between the valve and e(nnlnts-.

vtion chamber outlets. The intense heat inside of the combustion chamber converts the water conducted frotn the water jacket 77 into the pipe 81, intosteanrwlneh. as stated.

is discharged. into the chamber 83, where it mixes with the products of combustion and thus creates the. motive fluid which later operates the main engine e vlit uler l Now resume the description of the operation after the initial explosion in 'the ignition chamber- 34 of the valve. V, and the creation of sufficient compressed air in the hortto raise the valve 53 and :22. The (Iona.- valve 21 rests on the pin (it) so that the ports .36 and 57 are in registration and heavy fuel oil tlows' from the well 58 into thepocket It). The 'valve 1 in the gasoline pipe 17 should no be closed. Valve 20 beneath the pu h'l't li closes under the combined inllueuee.- of gravity and pro-sure inside of the po ket.

The heavy fuel oil is vaporized by being sprayed out of the apertures 29 andthrongh the hollow piston valve 22, becoming volatilized by contact with the hot surrounding parts and thereafter flaming throu h the hot tube 36 into thecomhustion cham i'cr 37,

in the same manner that the initial charge of gasoline flamed in; Continuous combustion takes place in the chamber 37, such combustion being .aided by a continuous spark from the plug 35. It is now time to open the globe valve 7 6 and the needle valve '75, wherein on oil from the fuel reiervoir F flows un er pressure through the pipe 74, chamber 68 and passage 72 into the well 58, thus establishing a continuous flow of -the oil into the pocket 19, into which it was initiallystarted, as already explained.

The main engine cylinder E commences to operate when the main valve 38 in the pipe 39 is opened so that the generated motive fiuid'may flow into the valve chest 40 where-the slide .or.D valve 84 controls the admission thereof to the ports 85 which lead to the.extremities of-the .engine cylinder. The reciprocating movements of the piston 9 are converted into the rotary movements of the fly wheel 86 by the frame 87 on the connectin -rod 8, which has a vertical slot 88 econ ied by the pin end of the fly wheel cranli 89. It is the main air compressor C, which keeps np the circulation of the water, and provides the compressed air necessary 'for the continued 0 eration of the motive fluid generator G. 35

alves 90, 91, 92 and 93 control openings in the main compressor cylinde r.. The upper two communicate with the manifold 6, while the lower two communicate with the water space in the main casing 1 at the right of the partition 7. The throttle valve 94 controls the" admittance of atmospheric air into the manifold 1 6, into which manifold water is also concompressed air rises toward the-top whence it passes through the pipe12 into the com-' 'mon connection 49; into the main air supply pipe 50, jacket 13, duct 51. bore 52 and so on around into the combustion chamber 37,

suppo ting the combustion of the fuel oil.

A part of the compressed air flows from the connection49 through the pipe 96, elbow 97 and pipe 98 into the fuel rc.-:crvoir F,

thereby keeping the fuel under continuous pressure. The pipe 16 oins the elbow 97, but no compressed air flows into the gasolinereservoir g because the valve 15 is intended to be now closed. At such a time when the engine is, to be suhsequently'started, the valve 15 is opened to admit compressed air to the gasoline reservoir, there now being sutlicient compressed air in the system to perform the riming o eration, it being unnecessary to line under compression by applying the bicycle pump at the valve 14 as as was the case in the beginning.

Should the air pressure int-he system-become too great, the mechanism in.Fi%1re' 13. automatically comes into operation. he

common connection49 has a chambered extension 99 with a vent- 100, in which extension the piston 101, normally pressed in-- wardly by the spring 102, is located. The stem 103 of the piston joins the -link"10 which in turn is connected to the throttle- 94. An increase of pressure above a presdetermined amount will force the piston 101- outwardly in respect to the -connection 49, so that the throttle 94 is ro'cked toward a closed position. Further movement of the piston 101 establishes communication of the inside of the connection 49 with theatmosphere so that enough of the excess pressure can escape to restore the system pressure tothat which it ought to-be.

Two slide valve operating mechanisms remain to be described, namely, that of the auxiliary compresso mechanism A and of" the main engine cylinder E. 'The slide valve 105 in the chest 42 of the cylinder- 44 in Figure 6 is actuated by a rocker 106 and the rod 107, which is common to both the valvcs105 and 108 in air cylinder 46. s

As the piston 43 reaches the extremities of its strokes, one or the other of the stops 110 and 111 are engaged and moved-with the piston a shortdistance.

proper manner to admit a new charge and rst place t e gasothe chest 109 of the- I This results in the shifting of the rocker 10,6-so that'the waive-105 is slid over the ports ,112 inthe permft the expulsion of the spent charge;

This intcrnnttent reciprocatory ,movement of the rod 107 causes the proper actuation of the slide valve 108, so that charges of cornpressed air are permitted to flow outof the ports 113, through pipe 47 to the. air-jacket operation of the engine. I a

N ow as 'to the mechanism. for operating the slide valve 84 in the chest 40: LA slide. rod 114, supported in'asuitable bearing at oneeiid and suitably secured at the-other 13, as described in connection with the mitial endtoan' arm 116 which is ailixed to and.

extends from the frame'ST, carries abutment,

plates 117. 118 for-thepurpose oi engaging 125' r the roller 119 of the valve shifter 120 0nly at i llie. extremities of the-strokes of the frame shifted. a full port opening is presented so that the motive fluid in its full force is admitted to the cylinder 1) and thrust. against the piston 9. This is shown-in Figure 15. The inflow of. the motive fluid is however quickly shut oil'- again by means of the-open to Figures 15 and 16. which when considered with the above description. make it clear how the shifting-of the sl de valve 84 takes place through the medium of the means described. A bolt 12% is'the common fulcrum for the valve shifter 12) and the open frame 121.

The roller 11!! of the shifter 120 occupies the opening in the frame 121. The slot 123 in the shifter 120 is occupied by the bolt 124. and the bolt in turn is carried by a block 126 which is adjustable in the slot 127 of a fixed bracket 128, by means of the link, bell crank and rod connections129. 130 and 131. By shifting the fulcrum of the valve. shifter 120 the length of movement of the valve 84 may be adjusted, it being obvious that the nearer the bolt 121- is tothe rod 123, the less will be the movement-"of the valve 84.

The operation may be reviewed to advantage, but this review is very brief because the operation is fully-set forth in connect on with the description of the construction above. Cons'der Figure 1. All of the valves 'shown are closed but the reader must now imagine that there is air under compression in the system, remaining from a previous operation of the engine. The valves 21' and 22 in Figure 8,

are in their initial lowermost position. the valve 21 having been released by means of the huttonGiZ, and the butterfly valve :23 is closed in the passage '24.

Now open valves 15 and 18 in Figure 1. Air under pressure flows fronr the space above the water in the compartment at the ri ht of the partit'on 7, through pipe 47 (see 1 1g. 13) to the common connection 49 and pipes 96 and 16 to the gasoline reservoir g. from thence, through pipe 17. valve 18 and valve 20 in Figure 8. into the pocket 19. raising the dome valve 21 and piston valve 22 together by virtue of the pressure. This lifting movement closes the butterfly valve 23. and since the piston valve 22 has a slightly farther distance togo than the valve 21. a space bet ween the two is produced through which the .-'0line under pressure sprays into the ignition chamber 31.

A spark ignites the charge, forcing the butterfly valve 23 open and the dome valve 21 dowii until it engages the pn (it), which valve 92 down by virtue of the pressu is then in il:- path. also forcing the pisteg I exerted on the piston 30 through the apertu '33 in the partition 31. The ignited change passes through the hot-tube 36 into the combustion chamber 37, out of the pipe 41 into the valve chest. 42 of the auxiliary compressor mechanism A. causing the operation of that mechanism and the creation of additional compressed air in the cylinder 46.

This compressed air flows through the pipe 47 and back check valve 48 into the air jacket 13 around the combustion chamber 37, enters the duct 51 in Figure 10 and bore 52 in the fuel valve G sothat valves '53 and 55 are lifted, permitting the compressed air in turn to again lift the piston valve 22 in readiness 'for operation when the fuel oil flows in under pressure.

The operator new opens the valves 75 and 76, whereupon fuel from the reservoir F flows into the float chamber 68 (Fig. 8) through pipe 74 and so on into the ignition chamber 34. where it burns and produces .an extremely hot flame in the combustion chamber 37. \Vater' from the; jacket. 77, artiallysurrounding the combustion cham- )0! 37, escapes in the form (if steam at the temperature regulating valve 82 of the pipe 81, eommingling with the roducts of comhnstion in the mixing cham er 83. and thereafter flowing through the pipe 39- and valve 38, which is now opened, into the valve chest 40 of the main engine cvlinder E.

Water may be supplied tothe jacket 77 in any convenient way, one mode consisting of providing at least two pipes 77' (Fig. 6) leading from the casing 1. These pipes-permit 21 circulation-of water.

The piston 9 in this cylinder, is operated in the manner which the reader now fully understands, the exhaust gas being discharged into the gas jacket 2, thence flowing into the condenser 3 via pipe 4-in Figure 4, the permanent gases escaping to atmosphere while the moisture is condensed and returned to the manifold (ivia the pipe 5. After the operation is once fully established, the main compressor mechanism C furnishes the necessary compressed air for the combustion of the heavy fuel oil in the ignition chamber 34, and also keeps the water in the system for circulation.

The temperature control valve 82 (see Fig. 6). referred to be fore, is'normally seated in the casing 132 and carried bya yoke structure 133 of metal having a coefficient of expansion different to that of the metal from which the casing 132 is made. In operation, the temperature control valve 82 opens the purpose is to maintain a greater pressure and it therefore requires'fla the twoyvay valve 64' mercly'beingz an mmiliary means bv which the ultimate function is accomplished. gThe frusto-conical end .38 of the piston valve 22, is-.of considerably le s area than the piston 'portion 30 of the valve, greater pressure 0 of air against the'portion 28 to lift the piston valve than is required fagainst the piston portion 30 tolower'the valve. I Ordinarily, there-is a vacuum, or at least a partial'vacuum, in the chamber beneath the piston portion 30, but in cases of necessity, as for example, priming. different degrees of pressure may be introduced into thc lower portion of the chamber beneath the pis- ,ton 30, thus requiring a lighter pressure to lift the piston valve 22; Varying degrees of pressure may be introduced beneath the piston by properly manipulating the two-way valve 64.

There is also a. feature-of 'no small ha 25 portancc; which the reader must have in mind: Automatic control of the mechanism is effected by the cooperation of the piston -valve 22 with the auxiliary compressor A. The principle on which this automatic.con-

3 trol operates resides in the action of the fluid under ressure on pistons of different areas.

One of such pistons consists of the valve 22,

I and the other of the compressor.

If the air pressure. closely approaches or falls below that of the combustion chamber,

piston of the auxiliary the auxiliary compressor is automatically brought into actlon and continues to operate until the air pressure is so much greater than 40 the motive fluid pressure, that the motive fluid is unable to operate the mechanism.

whereuponit automatically stops. It naturally follows that if the main compressor C is huable from any cause whatever (as for example when the mechanism is employed on an airplane at extremely high alti tudes) to deliver sufficient. compressed air,

the auxiliary compressor A.automatically comes to the rescue and aids the main com- 0 pressor. v The advantages may also he briefly enumerated. It bears repetition that the fundamental principle of the invention lies in the motive fluid generator. or in other words, in the mechanism which 'iroduces ,the motive fluid. As an item of convenionce, the engine I) is combined with the motive fluid generator so as to roostitute a single unit which is applicable to a wide variety of uses.

Such arrangement does not necessarily have to be adhered to. because thumotivo. fluid generated may he used in other connections. that is to say. in any type of gas or air pressure engine. A distinctive charhot exahnst 'gas.

right of the acteristic of the engine unit :consists.ofthe complete jackcting-of the engine'partslwith water, and then partially or wholly jack-5 ctin s the water casing with an'enrelopeof,

The purposeof these arrangements is to. utilizoas much of the heatas po sible. tli c \v'atcr envelope at the same time preventing. such excessive heat in the generator that the... meta'lic parts \vm|ld"-hurn-out. 130th. the, priming fluid and fuel reservoir nreg'lo-lfi cated well adjaccnttohot parts ofti'ie cm gine so that by the time the fuel-oil in particular, reaches the point of its destination it is nearly. in condition for use, being 's'uflicicntly hot to vaporize.

The re uisites embrace the combustion chamber 3|. the air compressor mechanisins A and C, the compressed air chamber at the tem consisting' of the water jacket, and the "fuel-feed consisting of the feed alyemeclb anism V. The water employed in the cooljug system is used in generating steam. thus 4 aiding in creatingor rather convcrting-the water into power. In order that steam is formed in proper proportions. the temperatnre control .valve 82 is-. provided and brought into 'play automatically.

It .is-to be observed that the direction of 9 movement of compressedair in the air jacket-13 in F igure 4', for example, as'wcll as the water of the coo'ing systenf, is opposite to that of the movementof the flame in the combustion chamber 37. 'Thepurpose of-this provision is to'tend to retard thfpremature radiation 'of'heatfrom the combustion chamberand engine. The generator, compressors. air tank, engine and other mechanisms may be huiltintegrally in any combination for any number ofcomw hinations that; necessity may call for. The relative positions of the various parts is also of little consequenee, since anyarrangzemcnt may he adopted in accordance with the dictates of preference or requirement.

While the construction and arrangement ofthe motive fluid generator engine unit herein described and vc'aimed, is that of-a generally preferred form. obviously modifications and. chances may he made without departimg from the spirit of the invention or the scope of the claims. a

17A device of. the "character describcd comprising :a generator for formingaauotire thud, an engine cylinder and valve mcchanisms for controllingthc flow of said partition 7,"the cooling svs- 5' operated by the 125.

tive fluid. an --engiue cylinder with valve 'ing the motive fluid. a source of liquid fuel.

tit!

mecln nisms for controll ng the flow of said fluid theretnto. said cvlinder having a piston. an air compressor operated by the engine piston. said compressor inc uding a' cylinder aml an air and water intake titanit'o d with valve nzechaiusm leading into the vconun-essor cylinder. means for automaticall v shifting the valve of the engine. cylinder. a water jacket enveloping both cylinders and the motive fluid'gen rator including a com nirtment into which the air cnm n'cssor forces water and air in which they are separatezl for subsequent use in the motive fluid generator. a separator. a jacket substantially surrounding the water jacket for receiving the exhaust gases from the engine cylinder andconducting them to said separator which separates the permanent gas from the moisture. and means to return said moisture to said intake manifold.

3. A device of the character described comprising a motive fluid generator. means in',o erative combination therewith forinitiatlng the formationof said motive fluid. comprising a reservoir with priming fluid under air pressure. a priming fluid connection. fuel feed mechanism to which said con nection lea'ds as ociated with the inlet of the combustion chamber and having .an ignition chamber adjacent to-said combustion chamber. a butterfly valve disposed at said ingress and being adapted to close said ignition chamber in the fuel teed mechanism, a dome'valve having connection with the butterfly valve and being adapted to rise by pressure of fluid from said connection and close the butterfly valve to house a charge. and means for igniting the charge. the explosion moving the dome valve down the flame to enter the combustion chamber. 4. The combination of a generator pr ducing a motive fluid. an engine f r utilizfor the generator. -valve mechanism for controlling the flow of fuel to the generator. a water casing containing the generator, means to conduct water from the casing into the generator. and a housing around 'a part of the water casing to receive the exhaust gasesfrom the engine.

5. motive fluid generator comprising a tube having a mixing chamber at one end. means ll] said tube' for directing a gas toward said m xing chamber. a water jacket forming part of said tube, a thermostatic valve adjacent to the' mixing chamber, and a pipe leading from the \vater,'jacket. through the gas to the thermostatic valve adapted to discharge steam, generated by the heat of said gas. into the mixing'chamher when the thermostatic valve opens.

(S. A motive -fluid generator comprising aa-oIIIbustEon chamber,- having a mixing chamber at one end, a water jacket adjacent to the other end, a burner at. the jacketed end of the chamber. a water pipesituated entirely in the combustion chamber leadin g from the jacket through the chamber and terminating near he mixing chamber the water in the pipebeingeonverted into steam by the heat of the burner gases, and

a thermostatic valve supported by the pipe near the mix ng chamber. Saul valvc being adapted to open and admit. steam from the pipe into the mixing chamber tomingle- *.vith the burner gases.

7. A. motive fluid generator comprising a combustion chamber, with a mixirig'chamher at one end. a burner at; the other end, a water jacket in the paitpf the combustiou chamber surrounding the burner, a thcrimtstitic valve located adjacent to the mixing chamber comprising a casing and a voke structure by which the valve is supported" on the casing. said yoke structure having a ccetlicient of expansion different from that of the casing. and a pipe situated entirely in the combustion chamber leading from the water jacket to the valve casing and furnishing the support for the thermo static valve; the water in said pipe"being converted into seam by the heat; of the burner ing chamber uponopcning of the valve,

8. The combination of a casing containing water. an air compiessor situated in the casing, an air intake manifold, communicating valvcs'between the manifold and compressor. communicating valves between the compressor and casing. and means for disehargiln water into-the air manifold adapted to be forced into the casingwith ,the air compressed by the compressorl and opening the butterfly valve to permit f). The combination of a casing containing water. a housing associated with the-easing adapted to receive moisture-laden exhaust gas. aseparator adapted to receive the gas and precipitate the moisture. a coml-il'tSr-Ol' situated in the casing. an air intake manifold. separate valves respectively o fering communication between the manifoh: and compressor and betwe n the compres or ant casing. and means for leading the. water from the separator to the intake manifold te pass into the compressor and finally into the casing with the compressed air.

gases and "charging into the mix- 10. The combination of a casing; a partition dividingth'e casing, an engine on one side of the partition, an air compressoron the other side of the partition adapted to be operated by the en'gine,-an intake manifoldadapted to supply the compressor with both air and water to be forced into the casing at the adjacent side of the partition where the air collects at the top, and a pipe for leading the water to the othcr'side of the partition to surround the engine and establish part of a circulatory system.

11. The combination of a generator for producing a motive fluid, an engine for utilizing. the fluid, valve mechanism furnishing the generator with fuel, a casing enclosing the foregoing elements and includin a partition at one side of which they are located, a pump situated on the other side of the partition operated by the engine, a manifold by which the compressor. s suplied" with both air and water to be forced -1nto the casing at the adjacent side of the partition in which the air collects at the top, means for conducting the-air to the valve mechanism, and means for conducting the water to the other side of the partition to surround the associated elements.

12. The combination of a generator for )roducing a motive fluid, valve mechanism urnishing the fuel, meansfor introducingsteam as one of the constitutents of. the motive fluid, an engine to which said fluid is conducted, a l'i ousing into, which the exhaust from the engine is discharged, a separator which receives the exhaust and se pa rates the moisturefrom the non-condensible gas, an air compressor adapted to be operated by the engine, an air intake manifold for the compressor adapted to receive the water from the condenser, and a easing into which both the water and air are forced,-

said passage through the medium of the butterfly valve byvirtue of the pressure, and means to ignite the fuel in said chamber.

14. The combination of a motive fluid generator including a burner, an ignition chamber with which it communicates fuel feed mechanism therefor including a butterfly valve controlling communication between leading the fluid to said pocket the two, a dome valve-having connection with the butterfly valve, a priming fluid reservoir furnishing fuel, means to put said fuel under pressure, means to conduct said fueito said mechanism beneath-the dome valve, the pressure ot'suid fuel causing the closure of the passage by the butterfly valve, and meansto ignite the 'fuel in said chamber,

-15. The combination of a motive fluid generator including a burner, an ignition chamber with which it communicates fuel feed mechanism therefor including a butterfly valve eoutrolhngconuuumcation between the two, a dome valve defining a pocket, connections between the dome and butterfly valve, a priming fluid reservoir furnishing fuel, means to put the fuel under pressure,

a pipe for conducting the fuel to said pocket, a check valve at the end of the pipe adapted to open to let the 'fuel into said pocket, raise the dome valve and move'tlie butterfly valve -to close said passage, and means to ignite the fuel in said chamber,

16. The combination of a mechanism therefoiy a dome va lve in said mechanism adapted to define a poeketand having spray apertures, means adapted to 'rest on the dome valve and close said apertures, a priming fluid reservoir. means for putting the fluid under pressure, and means motive .flu'id. generator including a burner, fuel feed" to conduct the priming fluid to said pocket,

the pressure being adapted to move both the dome valve and closure means .a predetermined distance then raise the closure means fromsaid apertures to produce a priming fluid spray into said mechanism.

17. The combination of a motive fluid generator including a burner, fuel feed mechanism 'therefor including an i nition chamber, a dome valve in said mec anism defining a pocket and having spray apertures, a piston valve resting on the dome valve and closing said apertures, a priming fluid reservoir means to impose .pressure on said fluid, an means to conduct thefluid .tosaid pocket the pressure thereof causing the dome valve to move a predetermined distance moving the piston valve with it'then off of said apertures to carry a spray into said ignition chamber.

18. The combination of a motive. .flii'id generator including a. burner, fuel feed mechanism therefor having an ignition chamber, a butterfly valve controllinga communicating passage between the burner and said chamber, a dome valve defining: a pocket and having spray apertures, connecting means between the dome and butterfly valves,

close'theapertures, a priming fluid reservoir, means to impose pressure on the fluid, a pipe I the pressure causing the dome valve and piston valve to raise until the butterfly valve closes the pasapiston valve restingon the dome valve to 'iraises the piston valve from said apertures ps-rnnttm of the pipe adjacent to said ring the return flow of fluid.

sage the continued pressure causing the lifting of the piston valvelfrom said apertures and the carrying of a spray intoxthe ignition chamber. and a hack check valve at the end tlb'i ltct prevent- 19. The combination of a motive fluid generator inrludin; a hurncr, -fuel feed mechanism therefor having an ignition chamber. a dome valve defining a pocket and having spray apertures, a piston valve resting on the dome valve and closing the aper-' tures. meansjor conducting priming'fluid under pressure to the pocket causing the simultaneous raising of the dome and piston valves. a butterfly valve controlling a pas- .sage between the ,ignition chamber and hurner. and connect'm; means bet-ween the "butterfly and dome valves the closure of the latter checking the movement of the dome valve, whereupon continued pressure a priming fluid spray to enter the ignition chamber.

:0. The combination of a motive fillld generator including a, burner, fuel feed mechanism 1 therefor having an ignition chamber. adome valve defining a pocket and havingspray apertures, a piston valve Testing: on the dome valve and closing the. apertures, means for conducting pr ming fluid under pressure tothe pocket causing thefsimultaneous raising of the dome and" piston valves. a butterfly valve controlling a passage between the ignition chamber and, burner. connecting means between the butter-. fly and dome valves the closure of the latter checking the movement of the dome valve, whereupon contmued pressure raises the pistgm valve from said apertures permitting au a g 1 l a m-numgcharge into said mechanism for ignition at. saidbnrner to produce a hot. gas in the generator, an engine adapted for primary operation bysaid gas, and a compressor adapted for primary operation by the engine tozforec air into saidjacket to supply air to the fuel feed mechanism through said duct and support the combustion immediately following.

22. The combinatiim of a motive fluid generator inrludin; a burner, an air jacket,

; fuel feed mechanism in rommunication with said jacket and with the burner, a butter- -the burner and fue erated by tion to furn'ish air under com ression in said Jacket; for conveyanceto the uel feed mecha fly valve controllin communication between ffeed mechanism,a dome valve actuated by a priming fluid charge to close the butterfly valve, :1 piston valve which is adapted to be carried by the dome i valve in said closing movement but which is also adapted to recedc'upon ignition of said charge to return the dome valve and open thebutterfl y valve, and means which is op 0 gas resulting from said igninism to a ain raise the piston valve where it remains uring a. subsequent and predetermined riod.

1e sub-combination in a motive fluid generator comprising a burner, fuel feed mechanism therefor, means to, suppl a priming fluid under pressure, a valve which admits the priming fluid, a piston valve which is raised .by the pressure of said priming fluid, means ignitm'g the priming fluid the resulting explosion again lowering the piston valve, a-source'of'qompresscd air, andq a valve which is opened subsequently to the explosion, said compressed air returning the piston valve to the former position where it remains for a predetermined period.

24. The combination of a motive fluid generator including a burner, a fuel feed mechanism therefor having an oil well, a dome valve adapted fluid -reservoi'r adapted to supply fluid t reu h'the dome .valve to the feed mechanism t ereby movingthe dome valve by virtue of the pressure, andmeans for intercepting the dome valve upon being returned b the resulting explosion of the priming fluid and thereb to occupy a position to prevent the'entrance of the oil: from the well, a j pressure primin 10o establishing communication with the o1] well for subsequent ignition at the burner. 25. The combination of a motive' fluid generator including a burner, fuel feed chamber and an oil' well, a. dome valve having a .port adapted to be-out of communication with the oil well and having spray.

apertures, a butterfly valve controlling communication between the burner and ignitionchamber, connecting means between thebutterfly and dome valves, means to deliver priming fluid under pressure to the dome valve moving it to close the butterfly valve and supply a fluid spray 'to the ignition chaniber, and means adapted-to intercept the dome valve when it returnsupon explosion of the priming fluidthereby establishing;1 communication of the oil well through sai openutterfly valve.

rt to the burner through the then .326. The-combination of a motive fluid H 'g'enerator bprner, fuel feed mechanism therefor, havm an ignition chamber and an oil well wit a port, a dome valve havmechanism" therefor having an ignition 

